CARGO FLT HAS GEAR MOTOR PROBLEM WHICH BLEW CIRCUIT BREAKER. APCH GEAR UP; GAR; AND EXTEND GEAR.

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AFTER TKOF I SELECTED GEAR UP AND MADE A NBOUND DEP. THE GEAR MOTOR UNKNOWINGLY KEPT RUNNING WHICH FINALLY BLEW THE CIRCUIT BREAKER. UPON REACHING CRG; JACKSONVILLE I WAS CLR TO ENTER THE PATTERN. ENTERING ON THE DOWNWIND I SELECTED GEAR DOWN AND ADDED 1 NOTCH OF FLAPS. TURNING BASE I REALIZED I WAS STILL HIGH SO I WENT TO FULL FLAPS TO INCREASE DSCNT AND REDUCE MY SPD. THE GEAR DID NOT EXTEND DUE TO THE CIRCUIT BREAKER SO DSCNT WAS AT A HIGHER SPD THAN NORMAL. I REALLY HAD TO CONCENTRATE ON GETTING THE ACFT SET UP FOR A NORMAL LNDG. I HAD THE PWR AT IDLE AND FULL FLAPS SELECTED. BOTH OF THESE CONDITIONS SHOULD SET OFF A GEAR WARNING HORN IF THE GEAR IS NOT EXTENDED. IT WAS PROVEN TO BE INOP BY MYSELF; AND THE FAA. AS I NEARED THE GND I HAD FINISHED MY LAST CHK BUT I DID NOT VISUALLY CHK THE GEAR OUT THE WINDOW. AS I GOT TO THE POINT WHERE I WAS ABOUT TO TOUCHDOWN I FELT AS IF SOMETHING JUST WASN'T RIGHT SO I INITIATED A GAR. AT THE SAME TIME THE ACFT TOUCHED THE GND FOR A BRIEF MOMENT. AFTER GETTING BACK INTO THE AIR I WENT THROUGH THE EMER CHKLIST AND FOUND THE POPPED CIRCUIT BREAKER. THE GEAR THEN CAME DOWN BUT I USED THE EMER PUMP AS A BACKUP JUST IN CASE. DURING MY GAR I CHKED THE GEAR WARNING HORN AND FOUND IT TO BE INOP FOR BOTH THE THROTTLE SETTING AND FLAP SETTING. AFTER I CHKED THAT I LANDED THE ACFT AT CRG SAFELY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES THE BELLY SCRAPPED AND PROP HIT ON ONE BLADE. THOUGHT HAD A GREEN LIGHT. BUT RPTR RATHER HESITANT TO COMMENT AS HE HAS RECEIVED A LETTER FROM FAA AND LOST HIS JOB.